Internal combustion engine

ABSTRACT

This application discloses a novel internal combustion engine incorporating the advantageous features of two cycle and four cycle engines in a single simplified engine. A stationary vertical crankshaft and a cylinder block disposed for rotation about the crankshaft are disclosed. Cylinder sleeves disposed in the rotatable block assembly include intake and exhaust ports which are substantially diametrically opposed with the valve action being controlled by the position of the piston within the cylinder sleeve in combination with nonrotative upper and lower intake and exhaust control plates. In one embodiment fuel as well as air for combustion and scavenging of the combustion chamber is provided by a blower system cooperating with a rotating blower ring attached to the block assembly. In another embodiment full injection is used. The engine includes a combustion chamber associated with each piston and also a secondary burning chamber which is opened at a predetermined point in the travel of each piston so that an additional charge of oxygen is applied to the combustion chamber after the main combustion has taken place. In another embodiment a tunable exhaust system is disclosed with portions of the exhaust being directed back to the cylinder intake for reburning. Construction details of the complete engine, the novel power transfer assembly for driving a vehicle, and a fuel injection system are disclosed.

limited States Watent [191 Villella 1 INTERNAL COMBUSTION ENGINE [76]Inventor: Tony R. Villella, 4701 Viewdrive Everett, Wash. 98201 22Filed: May 10, 1971 2] Appl. No.: 141,669

Related US. Application Data [63] Continuation-impart of Ser. No.847,181, Aug. 4,

1969, Pat. No. 3,599,612.

Primary ExaminerCarlton R. Croyle Assistant Examiner Michael Koczo, Jr.Attorney-Christensen & Sanborn [57] ABSTRACT This application disclosesa novel internal combustion June 19, 1973 engine incorporating theadvantageous features of two cycle and four cycle engines in a singlesimplified engine. A stationary vertical crankshaft and a cylinder blockdisposed for rotation about the crankshaft are disclosed. Cylindersleeves disposed in the rotatable block assembly include intake andexhaust ports which are substantially diametrically opposed with thevalve action being controlled by the position of the piston within thecylinder sleeve in combination with nonrotative upper and lower intakeand exhaust control plates. In one embodiment fuel as well as air forcombustion and scavenging of the combustion chamber is provided by ablower system cooperating with a rotating blower ring attached to theblock assembly. In another embodiment full injection is used. The engineincludes a combustion chamber associated with each piston and also asecondary burning chamber which is opened at a predetermined point inthe travel of each piston so that an additional charge of oxygen isapplied to the combustion chamber after the main combustion has takenplace. In another embodiment a tunable exhaust system is disclosed withportions of the exhaust being directed back to the cylinder intake forreburning. Construction details of the complete engine, the novel powertransfer assembly for driving a vehicle, and a fuel injection system aredisclosed.

15 Claims, 7 Drawing Figures Patented June 19, 1973 3 Sheets-Shut 2 a,ma M M y yW .r wQ E A m W Af'fOP/VZKS Patented June 19, 1973 3Sheets-Sheet 5 TON) R V/AAELLA INTERNAL COMBUSTION ENGINE REFERENCE TOOTHER APPLICATIONS This application is a continuation-in-part of myapplication Ser. No. 847,181 filed on Aug. 4, 1969, now U.S. Pat. No.3,599,612, and having the same title as this application. Thatapplication is hereby incorporated by reference into the presentapplication and constitutes part of the disclosure hereof.

Since the advent of internal combustion engines a great deal of time,effort and money has been devoted to simplifying such engines and toimproving the efficiency thereof while reducing the weight for a givenpower output. Two cycle engines of the stationary crankshaft type arewell known in the art with most such engines utilizing oil carried bythe combustion mixture for lubricating the bearing assemblies throughthe use of an arrangement wherein the fuel traverses the crankcasebefore entering the combustion chambers. The wasteful nature of priorart two cycle engines based on blower arrangements for clearing thecombustion chamber following each power cycle as well as the problemsassociated with fouling of spark plugs are so well known as to requireno further elaboration herein.

Four cycle engines have met with far greater success in mostapplications, and particularly in the automotive industry, but have theinherent disadvantage of requiring two complete cycles of piston travelto obtain a sin gle power stroke. The comparative advantages of the fourcycle engine as contrasted to prior art two cycle engines are also wellknown. Both types of engines are known to produce substantial volumes ofair contaminants as a result of the inefficient and incomplete buming ofthe initial fuel as well as through the production of undesirablecombustion by-products such as carbon monoxide. The increased concernabout such air contramination and the desire of engine manufacturers toprovide engines having a high horsepower-to-weight ratio has resulted inmany engines being more complex. This is particularly true in the areaof carburetion and valve assemblies for these engines together with thecrankcase venting systems for burning the combustion by-products whichpreviously entered the engine crankcase and then were permitted toescape to the atmosphere.

It is an object of the present invention to provide a simplifiedinternal combustion engine incorporating many of the advantageousfeatures of both two cycle and four cycle engines while simultaneouslyavoiding and eliminating some of the deficiencies of each of these twotypes of engines encountered in the prior art. Another object of thepresent invention is to provide a compact and greatly simplifiedinternal combustion engine.

Another object of the present invention is to provide a highly efficientinternal combustion engine whose combustion byproducts include a greaterproportion of carbon dioxide and a smaller proportion of carbon monoxidethan has been provided by prior art engines.

Another object is to provide a novel internal combustion engine having atunable exhaust system with a selected portion of the exhaust beingrecycled through the combustion chambers.

Another object is to provide a novel fuel injection system for aninternal combustion engine.

Additional objects of the invention relate to specific improvedcomponents within the overall engine assembly which permit thefabrication and assembly of the engine using a relatively small numberof components which can be assembled or disassembled in a short time.

The above as well as additional objects and advantages of the inventionwill be more clearly understood from the following description when readwith reference to the accompanying drawings wherein:

FIG. 1 is an elevation view of the novel engine disposed within anautomobile and having a power transfer ease and transmission assemblyillustrated in combination with the engine. v

FIG. 2 is a perspective view of a preferred embodiment of the engine ofthe present invention.

FIG. 3 is a vertical sectional view of the rear portion of the engine.

FIG. 4 is a perspective view of the lower bearing and exhaust plate witha portion cut away to show construction details.

FIG. 5 is an enlarged cross-sectional view of a portion of the exhaustsystem showing the plate used for blocking a given port for tuning theengine exhaust.

FIG. 6 is a plan view of the lower bearing and exhaust plate togetherwith two pistons showing the exhaust cycle.

FIG. 7 is a plan view similar to FIG. 6 showing one of the pistonassemblies aligned with the first exhaust port.

The engine shown in the drawings described briefly above corresponds inmost details to the engine shown in the above-referenced andincorporated patent application. An area of difference is that thepresent engine includes exhaust feedback loops for directing engineexhaust into the engine intake for recycling thereof.

Turning now to the drawings and in particular to FIGS. 1 and 2, theassembled engine 10 is illustrated as being mounted in the front end ofa vehicle 11 by means of the support brackets 12 bolted to the vehicleframe 13. The engine has a stationary crankshaft 15 (FIG. 6) which isrigidly bolted to the crankcase l6 and is further held against rotationby means of a splined shaft which fits into a mating opening in thelower end of the crankshaft. The crankshaft has a horizontal boretherein through which the power output drive shaft 20 extends. The shaft20 has a gear secured thereto, the front end of shaft 20 being supportedfor rotation by a bearing in the front wall of the crankcase and therear portion of the shaft is similarly supported by the bearing in therear wall of the crankcase.

The front end of the shaft 20 is coupled with and drives the fuel pump24 and is also geared to the distributor 25. Fuel line 26 (FIG. 2)carries fuel to the pump 24 with line 27 extending from the highpressure side of the pump to the fuel injection nozzle 402 located atthe top center of the engine. The fuel flow control valves 432 arelocated on the front wall of the engine in FIG. 1 but not seen in FIG.2. The blower manifold 29 is bolted to the top plate 30 of the enginehousing 14, said top plate of the engine housing having a blowback valveassembly 31 located therein. The holes 30A in the plate 30 are theentrance openings for air to the cylinders, as will be describedhereinafter.

Electrical lead 33 extends from the distributor 25 to a high voltagecoil (not shown) supported on the side of the housing 14 with the outputlead 33A from the coil extending to the ignition ring connector 338. Asseen in FIG. 10A of the above-identified application,

an ignition ring 236 is positioned to engage the end of a spark plug330. A plurality of conventional drive belts 37 and 38 are shown in FIG.2 as being engaged with the drive pully 39 which is bolted to the uppermain bearing member of the engine. Belt 37 drives an alternator andbelts 38 drive an air blower 501 mounted on the rear of the engine.

A starter motor 61 is shown in FIG. 1 as being positioned on the bottomof the transmission 60 for selectively applying starting torque to theengine. It will be obvious that various types of starting arrangementscan be provided for starting the engine by imparting initial rotationalenergy to the block assembly.

The preferred embodiment of the present invention makes use of apressurized oil system for lifting oil from the crankcase and applyingthe same to the various components of the engine and thus an oil pump 65is shown as being coupled with the front end of the power output shaft20. Oil line 66 extends from the pump to a fitting on the lower portionof the crankshaft 15. The crankshaft is provided with a main centralbore which communicates with various fittings so that pressurized oil isforced up through the center of the crankshaft for application to thebearing assemblies and other surfaces requiring lubrication. An oilfiller pipe 80 is seen in FIGS. 1 and 2.

The preferred embodiment of the invention has seven cylinders. Thus thecylinder block 41 includes seven individual radial cylinder assemblieslabeled 41A-41G in my above-identified application. Assemblies 41E and41F are seen in FIG. 6 herein. Individual cylinder heads 90 are boltedto the ends of the cylinder assemblies with the head members 90 and theindividual cylinder assemblies being provided with a plurality ofcooling fins. While the block assembly 41 could be made from a pluralityof individual components, the main block 41 of one engine constructed inaccordance with the teachings of the present invention was a singlepiecealuminum casting machined in the manner indicated in FIGS. 3 and 6. Eachcylinder assembly includes a single intake port opening 91 on the uppersurface thereof and three elongated exhaust ports in the lower portionthereof.

Each of the radial bores in the cylinder block has a ported cylindersleeve 100 disposed therein (FIG. 6). Each cylinder sleeve 100 has threeexhaust ports 192, 193 and 194 disposed in the lower surface thereof foralignment with the exhaust ports in the cylinder block. In approximatecircumferential alignment with the exhaust ports 192, 193 and 194 thecylinder sleeves 100 are provided with a plurality of elliptical intakeports 101. The cylinder block is provided with an enlargedcircumferential groove 102 in each of the cylinder walls with theenlarged groove 102 being aligned with the intake and exhaust openings101 and 192-194 in the cylinder sleeve 100. Thus during the applicationof air from the blower in the manner described hereinafter, the air isapplied to the cylinder throughout the major portion of thecircumference thereof and hence charging and scavenging of the cylindersis greatly enhanced. To further enhance charging and scavenging of thecylinders, the intake and exhaust openings 101 and 192-194 in sleeves100 are cut at an angle through the wall of the sleeve. As a result thepurging air is directed .toward the head end of the cylinders for a morethorough filling and cleansing of the cylinders.

Each cylinder sleeve has a piston disposed therein. Connecting rods 111and wrist pins 112 connect the pistons with the single journal 70 on thecrankshaft via the main bearing hub l 13. Wrist pins 1 14 con nect thecentral ends of connecting rods 111 with the hub 113. The pistons 110are provided with the usual sealing and scraping ring assemblies.

A blower ring assembly 115 is bolted to the cylinder block on the uppersurface thereof and serves to ram the air available from the intakemanifold housing 29 through openings 30A into the individual cylindersat the appropriate time. The blower ring includes a horizontal ringsection having upstanding walls 116 and 117 formed integrally therewith.Seven separate compartments are provided in the blower assembly withseparating walls between adjacent compartments being angled so that whenthe blower ring is rotated in a clockwise direction air will be scoopedfrom within the manifold housing 29 and forced downwardly against thecylinder block and hence into the cylinders.

In the embodiment of the invention shown in FIGS. 1-7 the spark plugs330 are provided with a hemispherical cap which is aligned with thespark commutator ring 236. The conductive ring 236 is mounted by aninsulating member in the front wall of the engine housing. It will beseen that the front portion of the engine housing includes the solidwall in the forward position for holding the conductive commutator ring236, the housing further including the screen assemblies in the sidewalls thereof as shown in FIGS. 1 and 2. The coil wire 33A is connectedto the commutator ring 236 for applying the necessary high voltagethereto at the appropriate time during the cycle as determined by thedistributor 25. It has been found in practice that it is not necessaryfor the heads 330A of th spark plugs 330 to physically contact thecommutator ring 236 since the voltages involved are sufficiently high tojump a small gap. Hence lubrication is not required and yet efficientengine operation is assured by having the cap 330A in close proximity tothe ring 236 as the cylinder block rotates.

The bottom plate 550 (FIG. 4) is provided with a plurality of sealinggrooves 550A which mate with the cylinder block to act as oil seals.Main sealing ring assembly 5508 is secured to the lower plate 550 tofurther seal the opening between the cylinder block and the lower plate550. The sealing ring 550B is made of a metal bearing material so thatit acts as a seal and as a bearing. An outer cylindrical seal is alsosecured to the outer edge of the plate 550. The plate 550 of the presentembodiment is provided with five exhaust openings 551, 552, 553, 554 and555. As seen in FIGS. 1 and 3 each exhaust opening has an exhaustmanifold 561 bolted to the bottom of the plate 550 covering theassociated opening. Individual exhaust pipes then lead either to theblower 501 or to the main exhaust pipe 562 having a muffler 563 attachedthereto. As seen in FIG. 5 the bottom of plate 550 is tapped adjacentholes 551-555 to receive the bolts 565 and 566 which hold the manifoldsto the plate. As explained below, a given manifold and exhaust pipe canbe removed and replaced by a plug plate 567 (FIG. 5) so that a givenexhaust port 551-555 is not used. This permits an actual tuning of theexhaust cycle in the manner described below.

As described in detail in the above-identified patent application, thecrankshaft 15 is held stationary. The

block assembly and components carried thereby rotate about thestationary crankshaft. As the block assembly rotates the pistons in theindividual cylinders move inwardly and outwardly since they areconnected to the journal 70 on the crankshaft. The blower ring assembly115 assists in ramming air from the blower 501 into the cylinders at theproper time. This air is applied to the cylinders when the individualpistons 110 uncover the intake openings 101 in the associated sleeves100. Thus it will be seen that the blower 501 together with the blowerring 115 causes each cylinder to be purged of combustion products and tobe provided with oxygen for the explosion of the next power stroke. Inone embodiment of the invention fuel is applied to the cylinders via theintake manifold by a single nozzle.

The engine is adapted for two types of operation having advantages overengines in the art. By having the exhaust ports in the cylinder wallopen and expose the combustion chamber to an increased volume prior toalignment with the holes in the exhaust manifold a secondary burning isachieved after the main combustion cycle has been completed. This isdescribed in detail in said copending application and results inimproved engine operation. The second manner of operation involvesdiverting a selected portion of the combustion products back to theintake manifold. This selected portion will then be recycled through theengine and hence a portion of the unburned combustible material from aprevious cycle will be burned.

As seen in FIGS. 1, 3 and 4 individual exhaust manifolds and individualexhaust pipes are connected to the five exhaust ports 551-555in theplate 550. With the engine set up in the manner illustrated hereincombustion products from exhaust ports 551 and 555 are diverted back tothe intake manifold rather than being directed to the exhaust pipe 562for discharge to the atmosphere. Thus it will be seen in FIG. 3that theshort exhaust pipe 580 connected to the exhaust manifold 561 coveringexhaust port 555 leads to the output side of the blower 501. Similarly,the exhaust pipe 581 leading from the exhaust port 551 goes directly tothe output side of the blower 501. Fresh air enters blower 501 throughthe pipe 501A after having passed through an air cleaner.

When the piston 110 in a given cylinder first uncovers the exhaustopenings in the cylinder wall, the cylinder will be generally alignedwith the exhaust port 551. This is illustrated in FIG. 6, wherein itwill be seen that the cylinder 41E has just passed the exhaust port 551.The exhaust openings 192-193 and 194 in the cylinder wall are radiallyaligned with the rectangular openings in the plate 550 which communicatewith the main exhaust ports 551-555. Thus when the piston uncovers theopenings 192-194 the exhaust cycle begins so long as an exhaust port551-555 is aligned with openings 192-494. In FIG. 6 the cylinder 41E isdisposed beneath the air intake manifold 29. Thus the pressurized airfrom the blower and blower ring forces fresh air in and the combustionproducts out through the exhaust port 551. However since the exhaustport 551 is coupled with the output side of the blower 501, it will beseen that the combustion products passing through port 551 will bedirected back into the cylinders being charged with air for a new powerstroke. As a result a portion of the combustion products will berecycled and burned.

It should be noted that the spark plug for the combustion chamber islocated at the outward end of each combustion'chamber. It has been foundthat the actual burning of the fuel starts at the spark plug andpropagates radially inward. Thus it is found that most poorly burnedportion of the fuel is at the inward end of the cylinder. It will beobserved that the exhaust openings 192-194 are also located near theradial inward end of the cylinder. Therefore when a given cylinderbecomes aligned with the first exhaust port 551 in plate 550 (the blockrotates clockwise as seen in FIG. 6) the most poorly burned portion ofthe combustion products will be removed via the exhaust port 551 anddiverted back to the intake section of the engine. FIG. 7 shows acylinder as having just passed the center of exhaust port 551 andstarting into alignment with port 552 (as seen in FIG. 6). Since port552 is connected to the exhaust pipe 562 the combustion products passingthrough port 552 are discharged to the atmosphere.

In the embodiment illustrated I have discovered that it is alsoadvantageous to couple the exhaust port 555 back to the intake manifold,and thus this arrangement is illustrated in FIG. 3. It will of course beevident that the engine can actually be tuned by selecting various portsfor the feedback of combustion products to the intake manifold. When theengine is used with an arrange'ment such as described in FIGS. 1 and 2of my prior referenced application, the arrangment of feeding theexhaust port 555 back to the intake manifold is particularlyadvantageous since it will be seen that in that emobidment the exhaustopening 555 is partially aligned with the intake ports of a givencylinder during the time when the cylinder is being charged with air andfuel. Thus complete charging of the cylinder can be accomplished withany through-flow of fuel being fed back to the intake instead of beingwasted.

An additional advantage of the engine is that through the use of thesmall steel plates 567 for blocking a given exhaust port 551-555, theengine can be used for the secondary burning type of operation disclosedand explained in detail in the above-identified copending application,or for the recycling type of operation. When it is desired to use theengine in the secondary burning mode of operation, a steel plate 567 isused to cover the first exhaust port 551. Other ports can then be usedfor the recycling function. It is obvious that control valves can beinserted in the individual exhaust pipes to permit selection of thespecific ports to be used in the recycling operation. Thus the exhaustproducts from exhaust pipe 562 can be monitored during engine operationwith the various ports for feedback being selected to achieve maximumburning of the fuel and minimum output of pollutants. I

It is belived that the use of the recycling mode of operation describedherein will materially reduce the exhaust pollutants being discharged tothe atmosphere, and therefore, not only increase engine efficiency butalso have an important impact on internal combustion engine exhaustpollutant problems. While the engine runs well without any coolers inthe exhaust pipes lead ing from the exhaust ports 551 and 555 to the airintake, it is obvious that finned coolers in these lines could beutilized.

What is claimed is:

I. An internal combustion engine comprising in combination: An airintake means for said engine; a plate having a plurality of exhaustports therein; a crankshaft; means interconnecting said plate and saidcrankshaft and holding the same against relative movement; cylinderblock means having means defining a plurality of combustion chambersextending radially outward from a common point, each of said combustionchambers having means defining at least one air intakeop'ening in thecircumference thereof and communicating with said air intake means, andat least one exhaust opening rotatably aligned with said exhaust portsin said plate; means supporting said block means adjacent said plate andfor rotation relative to said crankshaft; and a plurality of pistonsdisposed in respective combustion chambers and each piston havingconnecting rod means associated therewith and connected to saidcrankshaft, each of said pistons disposed to move from one end of therespective combustion chamber to the other during rotation of said blockthereby covering and uncovering the intake and exhaust openings in thecombustion chamber wall; said plurality of exhaust ports arranged suchthat said exhaust openings of each combustion chamber will pass intoalignment with each of said plurality of exhaust ports from one exhaustport to another as each piston, in each respective combustion chamber,moves in a respective combustion chamber to uncover said exhaustopenings and intake openings; and exhaust pipe means connected to saidplate and covering said exhaust openings and including a first pipeconnecting at least one of said exhaust openings with said air intakemeans; whereby the most poorly burned portion of the combustion productsmay be selectively recycled from an appropriate one of said exhaustports and into said air intake means for combustion in said combustionchambers.

2. The apparatus defined in claim 1, including first blower meanscoupled to said block and driven thereby and adapted to deliver airunder pressure into said air intake means; second blower means applyingair under pressure to said first blower means; and wherein said firstpipe is connected from an exhaust port to a location between said firstand second blower means.

3. The apparatus as defined in claim 2, wherein: said block means has acircumferential groove disposed around at least a portion of thecircumference of each of said combustion chambers starting from an areaof radial alignment with said air intake means, and each of saidcombustion chambers includes a sleeve member having a plurality of airintake openings disposed in alignment with said groove.

4. The apparatus of claim 1, wherein: the said intake and exhaustopenings of each of said chambers are at least partially disposed inopposite sidewalls of the respective chamber and radially aligned topermit through-flow of air during the exhaust cycle.

5. The apparatus of claim 1 including plate means blocking at least oneof the said exhaust openings.

6. The apparatus of claim 1 wherein said means de fining said combustionchambers comprises a cast block portion having diametrically opposedintake and exhaust openings therein, and a sleeve member secured in eachsaid portion with each sleeve member having diametrically opposed intakeand exhaust openings.

7. The apparatus of claim 1, wherein: said first pipe is coupled withthe first exhaust port with which said combustion chambers'becomealigned after an explosion in the chamber.

8. The apparatus of claim 1, including fuel input means for providing amixture of air and fuel to said chambers through at least one opening insaid air intake means.

9. The apparatus of claim 1, wherein: said exhaust pipe means includes asecond pipe connecting a second one of said exhaust ports to said airintake means.

10. The apparatus of claim 1 including fuel injection means coupled witheach of said cylinders and operative to supply pressurized fuel to theinterior of each chamber at a selected time during rotation of saidblock means, said fuel injection means including individual controlvalve assemblies associated with each of said chambers and each having afuel line connected thereto and extending to a point adjacent saidcrankshaft, and fuel distributor means secured to said crankshaft andhaving an opening therein which is sequentially aligned with said fuellines as said block means rotates, said fuel distributor means inclduingan elongated member having a splined end, a fuel line extendinglongitudinally to an interior point of the member, and a radial fuelline terminating in an open end which is sequentially aligned with theends of the said fuel lines connected to said control vlaves; andwherein one end of said crankshaft has a splined opening for receivingthe splined end of said elongated member.

11. The apparatus of claim 1, including a plurality of electricallyactuated ignition devices each having a portion extending inside one ofsaid chambers and including conductive terminal means for receiving anelectrical signal, and means defining a conductive ignition electrodemaintained stationary relative to said conductive terminal meanssequentially cooperable with said terminal means as said block meansrotates relative to said first plate.

12. The apparatus of claim 9 wherein said second pipe is coupled withone last exhaust opening to which the interior of a combustion chamberis exposed during rotation of said cylinder block means.

13. The apparatus of claim 1, including a thin walled substantially flatbearing and sealing member secured to said plate, said bearing andsealing member and said block means having mated upstanding anddepressed portions which are mutually re-entrant to form a sealextending around a circumference on said plate.

14. An internal combustion engine comprising, in combination: Air intakemeans; a plate having at least two exhaust ports therein; a crankshaft;means interconnecting said plate and said crankshaft and holding thesame against relative movement; cylinder block means having meansdefining a plurality of combustion chambers extending radially outwardfrom a common point, each of said combustion chambers having meansdefining at least one intake opening in the circumference thereof,aligned radially with the said air intake means and at least one exhaustopening in the circumference thereof aligned radially with said exhaustports in said plate; means supporting said block means for rotationrelative to said crankshaft; exhaust pipe means selectively coupled withone of said exhaust ports and with said air intake means and operativeto apply a part of the most poorly burned engine exhaust gases passingthrough said exhaust openings back into said air intake means.

15. Theapparatus of claim 14, including air blower means coupled withsaid air intake means and wherein said exhaust pipe means includes atleast two separate exhaust pipes with one of said pipes extendingdirectly from an exhaust port to said air intake opening means. i 1 l i

1. An internal combustion engine comprising in combination: An airintake means for said engine; a plate having a plurality of exhaustports therein; a crankshaft; means interconnecting said plate and saidcrankshaft and holding the same against relative movement; cylinderblock means having means defining a plurality of combustion chambersextending radially outward from a common point, each of said combustionchambers having means defining at least one air intake opening in thecircumference thereof and communicating with said air intake means, andat least one exhaust opening rotatably aligned with said exhaust portsin said plate; means supporting said block means adjacent said plate andfor rotation relative to said crankshaft; and a plurality of pistonsdisposed in respective combustion chambers and each piston havingconnecting rod means associated therewith and connected to saidcrankshaft, each of said pistons disposed to move from one end of therespective combustion chamber to the other during rotation of said blockthereby covering and uncovering the intake and exhaust openings in thecombustion chamber wall; said plurality of exhaust ports arranged suchthat said exhaust openings of each combustion chamber will pass intoalignment with each of said plurality of exhaust ports from one exhaustport to another as each piston, in each respective combustion chamber,moves in a respective combustion chamber to uncover said exhaustOpenings and intake openings; and exhaust pipe means connected to saidplate and covering said exhaust openings and including a first pipeconnecting at least one of said exhaust openings with said air intakemeans; whereby the most poorly burned portion of the combustion productsmay be selectively recycled from an appropriate one of said exhaustports and into said air intake means for combustion in said combustionchambers.
 2. The apparatus defined in claim 1, including first blowermeans coupled to said block and driven thereby and adapted to deliverair under pressure into said air intake means; second blower meansapplying air under pressure to said first blower means; and wherein saidfirst pipe is connected from an exhaust port to a location between saidfirst and second blower means.
 3. The apparatus as defined in claim 2,wherein: said block means has a circumferential groove disposed aroundat least a portion of the circumference of each of said combustionchambers starting from an area of radial alignment with said air intakemeans, and each of said combustion chambers includes a sleeve memberhaving a plurality of air intake openings disposed in alignment withsaid groove.
 4. The apparatus of claim 1, wherein: the said intake andexhaust openings of each of said chambers are at least partiallydisposed in opposite sidewalls of the respective chamber and radiallyaligned to permit through-flow of air during the exhaust cycle.
 5. Theapparatus of claim 1 including plate means blocking at least one of thesaid exhaust openings.
 6. The apparatus of claim 1 wherein said meansdefining said combustion chambers comprises a cast block portion havingdiametrically opposed intake and exhaust openings therein, and a sleevemember secured in each said portion with each sleeve member havingdiametrically opposed intake and exhaust openings.
 7. The apparatus ofclaim 1, wherein: said first pipe is coupled with the first exhaust portwith which said combustion chambers become aligned after an explosion inthe chamber.
 8. The apparatus of claim 1, including fuel input means forproviding a mixture of air and fuel to said chambers through at leastone opening in said air intake means.
 9. The apparatus of claim 1,wherein: said exhaust pipe means includes a second pipe connecting asecond one of said exhaust ports to said air intake means.
 10. Theapparatus of claim 1 including fuel injection means coupled with each ofsaid cylinders and operative to supply pressurized fuel to the interiorof each chamber at a selected time during rotation of said block means,said fuel injection means including individual control valve assembliesassociated with each of said chambers and each having a fuel lineconnected thereto and extending to a point adjacent said crankshaft, andfuel distributor means secured to said crankshaft and having an openingtherein which is sequentially aligned with said fuel lines as said blockmeans rotates, said fuel distributor means inclduing an elongated memberhaving a splined end, a fuel line extending longitudinally to aninterior point of the member, and a radial fuel line terminating in anopen end which is sequentially aligned with the ends of the said fuellines connected to said control vlaves; and wherein one end of saidcrankshaft has a splined opening for receiving the splined end of saidelongated member.
 11. The apparatus of claim 1, including a plurality ofelectrically actuated ignition devices each having a portion extendinginside one of said chambers and including conductive terminal means forreceiving an electrical signal, and means defining a conductive ignitionelectrode maintained stationary relative to said conductive terminalmeans sequentially cooperable with said terminal means as said blockmeans rotates relative to said first plate.
 12. The apparatus of claim 9wherein said second pipe is coupled with one last exhaust opening towhich the interior of a combustion chamber is exposed during rotAtion ofsaid cylinder block means.
 13. The apparatus of claim 1, including athin walled substantially flat bearing and sealing member secured tosaid plate, said bearing and sealing member and said block means havingmated upstanding and depressed portions which are mutually re-entrant toform a seal extending around a circumference on said plate.
 14. Aninternal combustion engine comprising, in combination: Air intake means;a plate having at least two exhaust ports therein; a crankshaft; meansinterconnecting said plate and said crankshaft and holding the sameagainst relative movement; cylinder block means having means defining aplurality of combustion chambers extending radially outward from acommon point, each of said combustion chambers having means defining atleast one intake opening in the circumference thereof, aligned radiallywith the said air intake means and at least one exhaust opening in thecircumference thereof aligned radially with said exhaust ports in saidplate; means supporting said block means for rotation relative to saidcrankshaft; exhaust pipe means selectively coupled with one of saidexhaust ports and with said air intake means and operative to apply apart of the most poorly burned engine exhaust gases passing through saidexhaust openings back into said air intake means.
 15. The apparatus ofclaim 14, including air blower means coupled with said air intake meansand wherein said exhaust pipe means includes at least two separateexhaust pipes with one of said pipes extending directly from an exhaustport to said air intake opening means.